Brief and digestible "best practice" advice on a range of subjects relating to international transport and logistics.

The intermodal transport of bulk liquid and solid cargoes can present operational challenges for all stakeholders in the transport chain. This document is intended to be a practitioner’s good practice guide...

The importance of implementing robust due diligence procedures, incorporating all aspects of your business, cannot be underestimated as key risk mitigation. If something appears too good to be true, then it probably...

This document is intended to be a practitioner’s good practice guide covering all stakeholders throughout the supply chain whether operating, packing, unpacking or handling temperature controlled, ‘refrigerated’ or ‘reefer’ cargo transport units (CTUs).

Health and safety considerations when entering a cargo transport unit (CTU) to undertake any work, whether it be cleaning, polishing or grinding.

The maritime industry's reliance on computers and its increasing interconnectivity within the sector makes it highly vulnerable to cyber incidents. Cyber poses a threat to all parts of the shipping sector; Cyber risks can be defined as the risk of loss or damage or disruption from failure of electronic systems and technological networks.

In order to minimise empty repositioning costs, container operators frequently use reefer containers in a ‘non-operating’ mode to carry approved dry cargo – either on a return leg or to re-position the equipment without operating the refrigeration machinery.

Updated in 2019, this Stop Loss looks at Health and Safety considerations when organising exhibitions and shows in working port areas or in disused wharves and quays  

Many millions of tonnes of packaged Dangerous Goods are transported by sea every year. Most is quite safely received, handled and conveyed, but serious accidents can happen if the provisons of the IMDG (International Maritime Dangerous Goods) Code are not met.

Shipping sedond hand machinery may seem like easy money, but it carries hidden penalties for the unwary.

Coiled materials covers a variety of materials of differing densities, but all present the shipper with the fundamental issues of how to ensure that the cargo itself arrives at the destination without damage, at the same time as avoid damage to the cargo transport unit (CTU) and anyone or thing adjacent to it during transit. Improperly secured coil materials can have catastrophic and fatal consequences. New industry guidance is now available.

There have been a large number of well published losses in the past two or three years of goods which could be described as 'theft attractive cargoes'. These would normally include such items as mobile telephones, computer chips and hard discs, sports equipment and other val;uable items.

General Average is the system whereby a shipowner can recover the extraordinary expenses that he necessarily incurred following some maritime accident, in protecting the cargo and/or preserving the ship. The costs are apportioned between the ships, its fuel and stores and the cargo (including containers) in proportion to their values.

The smuggling of people has unfortunately become a major issue in certain parts of the world. Political imperatives in target countries have led stricter immigration restrictions and increased government action. International clandestine migration has become a persistent threat to the unitised supply chain.

Interchanging chassis in the USA has taken on a new meaning in recent years. The driver has always been responsible for the roadworthiness of the vehicle, after interchange, but with chassis suffering "bits" falling off and court cases being pursued for the damage caused, there are moves to try to change this situation.

Ship operators will be aware that Phase I of the ISM Code has applied since 1 July 1998. In approaching these requirements it should be remembered that the ISM Code represents only one part of a substantial volume of regulations to which ship operators must adhere.

Containers go missing almost every day.  In most cases the loss is not physical but caused by incorrect data entry in a container inventory. Such inventory or temporary losses may be difficult to identify but, at some point, the missing container number will be entered into the control system as having been physically located and the system will then start to account for that unit again. Far more difficult to control is the calculated and deliberate physical theft of containers by well-organised groups. Theft has been occurring in large or small ways all over the world and often the container owners feel that it is impossible to combat. It is only when there is a concentration of container theft in a particular area that a need arises to do something about it.

Issuing Bills of Lading on behalf of the NVOCC

In 1974 the Australian Government enacted the Trade Practices Act to safeguard the public. This act continues to provide business with surprises - usually unpleasant ones. There are several areas where Members can easily fall foul of the Act, the major one being that of Misleading and Deceptive Conduct.

The United States Federal Highway Administration implemented the Federal Motor Carrier Safety Regulations; General; Intermodal Transportation Regulation on 11 April 1997. This Regulation, part of the Intermodal Safe Container Transportation Act, passed into Federal Law on 29 December 1994 and was subsequently amended by the 104th Congress. Following the amendment, it now requires a person or organisation tendering a loaded container or trailer to a first carrier for intermodal transportation to provide certification of the gross cargo weight of each unit that is to be carried by road in the United States of America, where this exceeds 29,000 pounds or 13.154 kilos, by means of an "Intermodal Certification".

The Customs Authorities in Colombia are imposing very severe fines for any inaccuracies in Freight documents covering cargo arriving in Colombia.

One of the most important actions taken by those in the transport industry is the correct issue of, or release from, proper documents.  A mistake can be extremely costly.  Many large claims are made because of incorrect documents or the release of cargo without such documents.

In spite of the growing sophistication of the international banking system, cash on delivery is still a common means of collecting payment for goods. It is most often used for movements by air and for short-haul road services where more traditional means of payment, involving negotiation of documents through the banks, simply take too long. In asking you to undertake a C.O.D. collection, your customer is implicitly saying that he does not trust his client, but that he is putting his trust in you not to deliver the goods without getting payment in the agreed form. Failing that trust could be very expensive: you could be liable for the full sales price of the goods. While the normal TT Club cover for freight forwarders and non-vessel-operating carriers will indemnify Members for failures to collect C.O.D. payments, you are required to have in place an adequate system of control to try and ensure that such losses do not happen.

Through Transport Mutual Insurance Association Limited and TT Club Mutual Insurance Limited, trading as the TT Club. TT Club Mutual Insurance Limited, registered in the UK (Company number: 02657093) is authorised by the Prudential Regulation Authority and regulated in the UK by the Financial Conduct Authority and Prudential Regulation Authority. In Hong Kong, TT Club Mutual Insurance Limited is authorised and regulated by the Hong Kong Insurance Authority, in Singapore by the Monetary Authority of Singapore and in Australia by the Australian Prudential Regulation Authority. In the United States, TT Club Mutual Insurance Limited is approved as a surplus lines insurer in all states and is accessible through properly licensed surplus lines brokers. The registered offices are: 90 Fenchurch Street, London, EC3M 4ST.

Through Transport Mutual Insurance Association Limited, registered in Bermuda (Company number: 1750) is authorised and regulated in Bermuda by the Bermuda Monetary Authority. 

The UK VAT Identification number for Through Transport Mutual Insurance Association Limited is: GB 564 5244 35 and for TT Club Mutual Insurance Limited is: GB 564 3375 30. The Italian VAT Identification number for TT Club Mutual Ltd is: 03627210101.

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